Mitsubishi 380 Reviews

Ewan Kennedy reviews the Mitsubishi Magna and 380 from 1991, 1992, 1993, 1994, 1995, 1996, 1997, 1998, 1999, 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007 and 2008 as a used buy.

The demise of the local manufacture of the Mitsubishi 380 was the result of a common ailment within the car industry – belief in your own hype.

The 380 will forever be known as the car that ended local production of Mitsubishi cars. There’s no escaping the fact that it was the last car the company produced in Australia so in that sense it’s a rap it has to wear, but there’s more to the Mitsubishi story than one last model, and in that sense it’s a bum rap.To blame the 380 for the demise of local production is going too far. It’s not a bad car by any measure, far from it, but it was probably too late and too little. By the time it hit the road in 2005 the Mitsubishi name was already on the nose with buyers and there was little the 380 could do to rescue the situation.Even a name change from the Magna wasn’t enough; that should have happened many years ago when the name was tarnished by the auto trans fiasco way back in the 1980s. But just because the 380 is out of production shouldn’t suggest that it be removed from your shopping list, either as a new car buy or as a used car.There are plenty of sound reasons for buying the last of the long line of Australian-made Mitsubishis, none more so than its price, which is already showing signs of plummeting.MODEL WATCH The vultures were already circling the barely breathing body of the Tonsley assembly plant in Adelaide long before the 380 starting rolling off the production line.Magna sales had slowed to an unsustainable level and there was no sign buyers had any intention of returning to the fold. It was clear something radical had to be done if there was to be any chance of keeping Tonsley going.The decision was to build a Magna that wasn’t a Magna. There was nothing spectacularly wrong with the Magna, it was soundly engineered, performed well, was well built and reliable, but the name had become synonymous with the cardigan set and nothing was going to shake that perception.There wasn’t much wrong with the idea of building another car along the lines of the Magna, but it had to be given a new name. The 380 was the name chosen, and the car hit Mitsubishi showrooms with an optimistic fanfare in 2005, as Mitsubishi’s management team watched and waited for the reaction of car buyers.It wasn’t long before it was realised that trouble was ahead. There wasn’t a surge in sales and prices started to drop in an effort to spark showroom traffic. From then it was really only a matter of time before Mitsubishi’s Japanese bosses ran out of patience and hit the big red button on the production line.But the 380 story didn’t end with the halting of production because there will be new cars in the market for many months, and used cars will be bought and sold for many years ahead as owners argue its merits. Conservatively styled there was nothing to write home about the 380’s looks. It had a clear family connection to the Magna, which mustn’t have helped, and it really did disappear into the background on the road.In its favour it was larger than the Magna and had the room for a family with good front and rear head and legroom. The dash was well laid-out, although the finish of the plastics looked and felt cheap. But it was well put together and the cheap-look of the plastics could have been corrected with a more subtle texture without too much trouble. At the wheel the driving position was comfortable and the seats supportive.Under the bonnet was a 3.8-litre single overhead camshaft V6 that delivered smooth steady power as the revs climbed. At its peak it would deliver 175 kW and 340 Nm into either a five-speed manual gearbox or, more likely a five-speed auto, with the auto boasting a manual shift option.The suspension was MacPherson Strut at the front with a stabiliser bar, and independent multi-link at the rear. Four-wheel disc brakes, assisted by ABS anti-skid and traction control electronics helped keep it on the black top.Models in the 380 range at launch consisted of base sedan, LS, LX, VR-X and GT. In 2006 Mitsubishi released a Series II with ES, LX, SX, VR-X and GT. Finally in 2007 the company unveiled the Series III, which was destined to be the last act in the company’s local manufacturing play.IN THE SHOP The 380 is still very much in its youth so there isn’t a lot to report, but going by the record of recent Magnas it’s fair to say the new car will be pretty reliable. The engine, gearboxes and driveline are all well proven and have given little drama in the past. Plenty of 380s went into fleet use so be cautious when buying cars that have been driven by people who don’t care much about their ride. Negotiate hard if you’re buying an ex-fleet car.Make the usual checks for minor bumps and scrapes on the body and thoroughly check for serious body damage that might have been caused by a crash. The interior trim of Magnas generally stood up well over time and there’s no reason to think the 380 will be any worse.The 3.8-litre V6 has plenty of punch and will do the job for many years to come without any dramas. Because it’s awkward to get to the three spark plugs at the rear of the engine those cylinders have expensive platinum plugs that require replacing at 90,000 km and some owners get a surprise when they receive the bill from their mechanic. The plugs in the three cylinders at the front of the engine are regular plugs that aren’t as expensive, but require replacement more often.With a six-year warranty Mitsubishi provided plenty of cover for 380 owners, and that’s still in play with the oldest 380 still only three years old.IN A CRASH The 380 had a solid array of safety features with dual front airbags, side airbags, and seat belt pretensioners, which all helped in a crash. It also had an agile, responsive chassis with good steering, powerful disc brakes all round with anti-skid and traction control electronics to empower the driver with the capability to dodge a crash.AT THE PUMP The 380 was quite economical given its mass and the size of its engine. The manual would do around 11.5 L/100 km and the auto a little less at around 10.5 L/100 km. It’s also good on gas with an LPG-compatible engine right from the factory. An approved aftermarket LPG injection kit for the 380 costs around $4200, so given the government rebate of $2000 the extra $2200 the owner needs to cover can be recovered in around 18 months by an average motorist.OWNERS SAY Kelvin Tennant bought his 380 GT shortly after the 2005 release and he rates it by far the best car he’s ever owned. Right from the very first time he drove a 380 he was impressed with the feeling of stability that the car imparts to a driver. It always feels beautifully balanced in corners with hardly any body roll. Added to which the ride is quiet and smooth and the braking excellent. Kelvin also uses it to tow a pop-top caravan and says it makes light work of it even on steep hills. Tests he’s done shows it does 11.6 L/100km on average and as little as 9.0 on a trip.Nick Renwick and his dad both have Mitsubishi 380s and they reckon they are the perfect cars. Nick’s is a brand new 2008 SX; his father’s a 2006 SX Platinum. The build quality is much better than both the VE Commodore and the BF Falcon, they say, and they are so smooth, quiet and comfortable, yet incredibly sporty to drive. They rate the fuel consumption as good, so too the interior space and the fit and finish.Noel Carey bought his 2006 380 Series 2 LX with around 56,000 km on the clock. It has now done 60,000 km and feels as good as new. The body is tight, the panels fit well and the doors close with a solid ‘clunk’. On the road it’s quiet, the engine oozes power and the transmission is smooth and shifts seamlessly.Geoff Burton owns a 2005 380LX with 38,000 km on the clock, and says it is a magnificent vehicle, better than the Fairlane and Statesman he has previously owned. It is a very comfortable car, and is quite good on fuel, handles well and has responsive performance. If it had any faults they would be a lack of mudflaps, a blind spot on the rear passenger side when reversing and no grab handle for the front seat passenger.LOOK OUT FOR • conservative styling• roomy interior• smooth, gutsy V6• good ride and handling• potential for gas conversionTHE BOTTOM LINE With a six-year warranty and sliding prices the well-built and equipped 380 is a potential bargain used car buy.RATING 90/100

In recent years, the Mitsubishi Motors Australia Ltd plant at Tonsley Park has shed some workers as it scaled back to better fit the reduced demand for large cars powered by six cylinder engines.But such cars, like the very good Mitsubishi 380 V6, continue to be a main player in new-car sales. Every job that is now retained at Tonsley Park, and the component manufacturers that supply to it, is worthwhile.MMAL president Robert McEniry says the company took a few hits financially over the past few years, so now its modest production level of the only car the company builds at Tonsley Park, the 380 sedan, is a sustainable business operation.That 380, a little less than two years since it was launched, has been unveiled in its Series III guise. And if its vice-free handling and ride package, very good fuel economy, cabin space, good brakes and impressive "intelligent" five-speed automatic attached to an engine delivering 175kW of power doesn't win you over, then the asking price, from $28,990, could clinch the deal.Having largely swallowed the financial pain of developing the 380 sedan, Mitsubishi can now build and sell them at a cost that has rivals scratching their heads.If there was one criticism of the 380 until now it was more emotional and subjective rather than tangible and objective; it was tempting to say the car lacked excitement, certainly in the looks department.That has been addressed in this new 380 Series III that went on sale this week.Even the entry-level model now gets dress-up (and useful) gear of fog lamps, new sporty front bumper and alloy wheels.The car retains dual front and side airbags, ABS brakes, automatic climate control airconditioning, power windows, cruise control, power-adjustable driver seat plus steering-wheel controls for the audio system.All this at $28,990 for the fivespeed manual and $30,990 for the five-speed automatic with a sequential shift sports mode, it is very impressive for a car with a 3.8-litre V6 engine.To really push home the deal, Mitsubishi is offering a 380 ES Sports version, adding rear wing, 17 inch-diameter alloy wheels, upgraded sports suspension, sunroof and Bluetooth phone connectivity, at no increase to the above prices.Stability control is conspicuously missing from the 380 spec sheet but anti-lock brakes and traction control are standard on all versions.Next step up is the 380 SX, only as an automatic at $34,990, with a freshened interior, a few exterior highlights, new-design alloy wheels, leather-wrapped steering wheel and gear selector plus other touches.The VRX is the 'look-at-me version' at $36,990 manual and $38,990 automatic. It gets a larger rear wing, distinctive 17 inch wheels and a special seat fabric.A Fusion Burst model with bright orange paint and large sunroof is a limited-edition offer based on the VRX yet at the same VRX price.The 380 GT stands out with its new wheels, sports instrument cluster and chrome touches.Its equipment ranges from automatic dimming mirror and power front passenger seat to leather trim at $44,990 (automatic only).Again as a deal clincher, Mitsubishi is offering the GTL, adding in sunroof, different leather trim, more chrome and luxury touches at no change to the GT price.The 3.8-litre engine gives 175kW power and 343Nm of torque. Fuel economy is rated at 10.8 litres/100km in automatic form. They weigh 1625-1685kg and will tow up to 1600kg with trailer brakes. Model looksMitsubishi 380 Series III ES: $28,990 (man), $30,990 (auto).Features: Traction control, 16in alloy wheels, sports bumpers, fog lamps. ES Sports: $28,990 (man), $30,990 (auto). Features: 17in alloy, rear wing, sports suspension, sunroof, Bluetooth connectivity. SX: $34,990 auto only. Features: Alloys, seat inserts, charcoal grille paint, accessory sockets. VRX: $36,990 (man), $38,990 (auto). Features: New front and rear bumper inserts, larger rear wing, alloys, charcoal grille paint, new cloth seats with logo. VRX Fusion Burst: $36,990 (man), $38,990 (auto). Features: Orange duco, coloured seat inserts, sunroof. GT: $44,990 auto only. Features: Machined and painted alloys, chrome finishing strip to deck lid, sports-type instrument cluster. GT-L: Price $44,990. Features: Black/stone interior, chrome deck lid finishing strips and tail-lamps, luxurytype instrument cluster, sunroof, silver painted wheels. 

It costs almost $9000 less than the top-of-the-range GT but has the same sporty flavour and comes with most of the same equipment.The power train consists of the same 3.8-litre V6, they share the same five-speed auto (although its optional with VR-X), both get sports suspension and both are also fitted with 17-inch alloy wheels, although of a slightly different in design.You've really got to sit down and pore over the details to separate the two cars, on paper at least.Our test VR-X was fitted with the optional five-speed auto which adds $1500 to the cost, as well as optional leather upholstery. We're not big fans of leather which always seems to get baking hot in summer and icy cold in winter, but we'd definitely pop for the five-speed auto.A five-seed manual is standard, but the auto is a sequential so you can change gears manually anyway, making it much a better proposition for day-to-day city traffic.Both manual and automatic transmissions have been adapted from Magna.The auto is the same five-speed automatic transmission with sequential gear shift.However, a new control unit, working with the engine management system, optimises shift speed and quality, adapts to driver style, and automatically compensates for component tolerances and wear.Although the VR-X and GT share the same power train, the GT we drove appeared to be geared more aggressively, although this is probably just a reflection of the its adaptive ability.The 3.8 litre 24-valve SOHC V6 engine that develops 175kW power at 5250rpm and 343Nm of torque at 4000rpm. Brakes are the same across the range, with 294mm front discs with two-pot calipers and 284mm rear discs one-pot calipers. ABS with electronic brake force distribution optimises braking effort between front and rear.Mitsubishi claims the 380 is quicker from 0-100km/h than either a Falcon or Commodore, using either standard or premium unleaded fuel.Fuel consumption, meanwhile, is a claimed 10.8L/100km, better than the manual at 11.4L/100km. Apart from leather and the auto, VR-X misses out on a sunroof, rear park assist, an auto dimming interior mirror, blue tooth hands-free phone system and illuminated vanity mirrors. The power operated driver's seat is only six-way adjustable compared to the GT's 10-way seat.On the road the VR-X is an easy car to drive and to live with as a daily means of transport.

Last month, its make-or-break Magna replacement, the 380, beat all rivals in the big-car category to become Australia's Best Large Car, awarded by the combined motoring clubs of Australia, represented in WA by the RAC."The 380 is the smoothest, quietest Australian-made car," judges said."Mitsubishi's vault in value includes a mighty warranty, while its maintenance, repair and insurance outlays are low."Praise indeed. The road to creating the 380 started with plans to simply reproduce the Mitsubishi Galant that was sold in the US.That plan, which would have been a relatively cheap exercise for a car that rated well in its market, was heavily overhauled after Australian-based Mitsubishi engineers took a Galant for a drive.The result was the replacement of 70 per cent of the components to Australianise the Galant and, later, a name change to confirm its difference.I haven't driven the US Galant and, after long hauls recently in two models — the 380 GT and VR-X — I don't want to. The 380 is so good at just about everything, I'd only start getting jealous of US drivers, again.Like a good pair of shoes, the 380 is a car that you grow into: once worn in, they become irreplaceable.Two models were driven to compile this report — the VR-X and the GT.First up, despite the sporty connotations, these top-spec models are fractionally slower than the bog-standard base model. All use the same 3.8-litre engine, but the GT is 35kg heavier than the Plain Jane 380.What you get in the GT is more fruit. The same applies to the VR-X, it just has different fruit.Visually, there is an attempt by Mitsubishi to make the VR-X look sporty and to make the GT look luxurious. Simply, this has been accomplished by specifying bright colours for the VR-X and predominantly dark hues for the GT.Inside, it's pretty much the same story with a more youthful look in fabrics and colours for the VR-X, yet more sombre for the GT.As you would expect, the driving experience is the same.Both cars go like stink, despite an engine that, on paper at least, doesn't appear highly sophisticated.Unlike its direct competitors, the 380's 3.8-litre V6 has a single overhead cam for each bank and no fussy variable-valve timing gear.That makes it simple. It means less chance of going snap and less cost to maintain. I like it.Its neat, simple and effective powerplant is noted for its strong torque off the mark.It also showed brilliant fuel economy for its size — better than its Ford and Commodore rivals — despite times when both models were pushed hard on the track.The five-speed automatic comes with manual mode for those who like to self-shift, though the experience is just as good leaving the transmission in Drive.The cabin is very open, with no sense of being cramped, despite the sloping rear, side windows. The rear window is steeply raked and could be a tight fit for a tall passenger.Dark colours can be gloomy in a cabin, but the 380 gets away with it by using a clever mix of textures. The dash has an attractive brush-stroke finish in soft-feel plastic.Mitsubishi has paid a lot of attention to combining a taut-handling car with the need for a compliant ride. It has succeeded, though the ride is still firm. Those wanting full comfort should opt for the LS or LX model.The 380 is a deft handler. It will understeer when pushed, but that will be eased by traction control.The steering is precise though the feel is firm and a bit detached, while the four-wheel-disc brakes are strong and come standard with ABS and brake-force distribution.The full-sized spare tyre gets the thumbs up for country travel.Though the boot is spacious, there's only a hatch at the rear to fit long cargo, but it's still a winner.

Its Adelaide maker calls the GT the "signature model" of the 380 range.Certainly the GT is a well-equipped, comfortable, competent car with deceptively good cornering ability, strong and fuss-free brakes, a quiet engine and very good fuel economy for a 1700kg car with a 3.8-litre V6 engine. Yet one has to ask if it stands out much from the pack.And much of this has to do with styling. Many people have commented that they haven't seen a Mitsubishi 380 on the road. Perhaps they have seen them but the car has not stood out enough to be quickly identified. It's something Honda and Toyota suffered from: they built very competent, inoffensive cars but which lacked that touch of aura, charisma, excitement or appeal that makes you want to buy one and park it in the driveway to make the neighbours drool.Mitsubishi has put a lot of work into the 380 range, starting with a U.S. model and re-engineering it for Australia. And it's built with state of the art technology at the Tonsley Park plant in Adelaide.Starting with the entry-level model called the 380, one branch of the line-up goes to the luxury side - the LS and the $46,490 LX. Another branch is the sporty side, being the VRX which is priced from $39,990 in automatic transmission form.The GT brings these two streams together. But it retains the same airbag kit (two front and two front side airbags) and drivetrain as all models of the 380 range - a 3.8-litre V6 giving 175kW power and 343Nm torque.The GT however gets 17in alloy wheels and 55-series tyres, a deep front spoiler which includes fog lamps, a deeper rear bumper, large chrome-tipped oval exhaust tip plus subtle rear spoiler that integrates into the clear-lens rear tail lights.The GT also gets rear parking sensors. All 380s have traction control, ABS brakes and power windows.Standard equipment inside the GT includes full soft black leather trim, dark woodgrain highlights across the dashboard, an electric sunroof plus 10-way power driver's seat and six-way power front passenger seat each with three-person memory. The GT's boot lid is lined. The car is built with Bluetooth capability and for about $3800 it can be fitted with a satellite navigation system. Like the other upper models of 380 it has a six-stack in dash CD and eight speakers.All this is in the $47,990 price for the Mitsubishi 380 GT, including its five-speed sequential shift automatic transmission.That price puts it between models of all its main rivals. Holden Calais with a 190kW engine and five-speed sequential automatic is $53,290 and the Berlina 175kW 3.6-litre with four-speed automatic is $43,450. Neither Holden has leather trim standard. Ford Fairmont is $43,195, giving 190kW power but only 16in wheels, a four-speed automatic and no leather trim. Fairmont Ghia comes with 17in wheels, leather and six-speed automatic and is priced at $52,860.Toyota's Camry has the old three-litre V6 of 141kW and four-speed automatic at $46,000 for the Grande and $49,100 for the Azura, each with leather trim.Lift the gas strut bonnet of the Mitsubishi GT and you'll see a transverse V6 engine with a fair bit of weight ahead of the front axle line. But the car is fairly well balanced and produces no handling vice when driven hard. The front suspension towers are joined by a cross-brace which underlines the sporty intent of this variant.Although the cabin is spacious, here's another car that forces the middle rear passenger to have a hard pew - and straddle a "transmission" tunnel even if it is front-wheel drive. As noted on other 380 variants there is no fold-down rear seat back rest; only a ski port. The boot is a good size but nothing to embarrass the rival models.The engine is willing yet is very fuel efficient. It needs only light throttle applications and a driver looking ahead can gain by lifting off as this car rolls on for some time. Economy is helped by long legs on the highway - just 1900rpm at 110km/h. We averaged 10.2 litres/100km, albeit with some country running.It may lack the wow factor but the 380 GT is a sensible and pleasant car to live with.

The name 380 will be on everyone's lips for the next year as the giant of the sky is commissioned and starts to regularly appear in our skies.That the Mitsu' 380's name relates to its 3.8-litre engine could be irrelevant.But it isn't.The powertrain under the new big Mitsu' is its strongest point, especially when hooked up behind the five speed automatic transmission with sequential shift mode.It's "sweet as" offering strong performance and silky smooth changes with the adaptive function never caught out in the wrong cog.But, the $48,000, 380GT, subject of this story, needs performance setting it apart from lesser 380s to justify the GT moniker and give it more "street cred".A sneaky punter could fit larger 17in alloys to a base model 380, splash around some black paint and chrome bits and come close to having a GT lookalike _ at about 10 grand less.Mitsubishi would argue that the GT is more than this and it's true, the top of the range model has plenty of goodies. But the point of difference isn't there like it is with say Ford's similarly priced XR6 Turbo which is a definite step up in performance terms and looks over the regular Falcon six.More of the "wow" factor is needed to lift the GT above the crowd.As a drive, it's well mannered, well braked and has tidy steering with a firm ride. Some kick-back is revealed on bumpy corners taken at pace but the chassis feels rock solid and the car is tight as a drum.The GT looks good inside, conservative but functional with a new take on surface finishes.The GT is extensively equipped as befits the flagship model and it has a full size spare in the large boot.Styling is a subjective thing but I must say the GT is the best looker in the 380 range. Small things like the integrated rear spoiler/tail light, mesh grille and lower stance make it better to look at.Built using a new press and new manufacturing processes should ensure the quality is high. Is it good enough to rock the established rear drive large locals? Time will tell.

As I slowed at some South Rd lights in my glitzy gold Mitsubishi 380 VRX, a pedestrian peered through the windows to check out who had bought a piece of South Australia's automotive future. He almost applauded me and I felt like a phony for being a freeloader, not a buyer. After all, there's a lot riding on the 380.No doubt from the hundreds of centimetres already written about Mitsubishi's new wonder in this newspaper, you already know that.Let's be honest. Mitsubishi's 380 is a six-cylinder car marketing itself to a suddenly fuel-price-conscious audience. Timing, and other reasons, make this an underdog model launching from behind the eightball. But, in true V6 style, the 380 performs like a mini muscle car, offering more power and prowess on open roads than your average four-cylinder sedan.Pickup at the lights is responsive and a smooth gearbox would impress the fussiest Fangio.Leather trim and dashboard features are over and above what is expected of its mid-$30,000 price tag, which cleverly undercuts its Ford Falcon and Holden Commodore rivals.I was expecting to set heads turning by driving such a rare and new gem, but the 380 just didn't have the wow power to make it stand out from the crowd.The tail-lights, in my opinion, have a detracting tacky, plastic cheapness. Internally, blue dashboard lights are unappealing and graphics on a large, dash-mounted LCD screen are pretty but pointless.While I'm nitpicking, the boot is cavernous but the opening to it is less generous and makes loading a pram difficult.However, easy access to anchor points in the cabin make fitting a toddler seat child's play and there are oodles of airbags to make passengers feel safe.The only other detraction would be the lack of a rear-window wiper. Recent unseasonal downpours and a steep gradient to the rear window ensured that a clear vision out the back was sometimes tricky.And fuel economy? The 380's thirstier than some of its rivals, touting a 11.4 litre/100km fuel use, or closer to 12.2 litre/100km for those who drive less smoothly.Mitsubishi's 380 may just turn the right patriotic heads to buy a family car competitively priced in its class. But for the Euro-car design snobs among us, designers have a lot more work to do.Mitsubishi 380 VRXLeather trim.Sunvisor extensions.Slick gear change.Easy-to-access child seat anchor point.Back-seat leg room.Zoomy takeoff at the lights.Aircraft-carrier turning circle.Fuel economy.Plastic tail-lights.Awkward boot entry.Tacky blue dashboard lights and graphics.

The decision comes after some tough testing on our home turf, in a couple of cars in all sorts of conditions, as we searched for the bottom line on the most significant newcomer of 2005.The 380 made a positive impression when we drove it at the Australian press preview, and it is a clear step -- no several leaps -- beyond anything that has ever worn a Magna badge.It is the absolute best the team at Mitsubishi headquarters in Adelaide can produce, given the time, budget and basics they had to do their job.Our verdict is not unanimous, and there are still some questions that cannot be answered beyond reasonable doubt.They include the reaction from the Australian heartland buyers who will decide the showroom results of the 380 and, ultimately, the fate of Mitsubishi Motors Australia as a local carmaker.So, to end the build-up and cut the drum roll, we've rated the 380 against its locally made rivals.It will be shopped against a much broader range of contenders, and it is probably unfair to include the Toyota Avalon because it is now dead and buried, but this is how we judge the 380.Does it beat the Toyota Avalon? Absolutely. Does it beat the Toyota Camry? No problem. Does it beat the Holden Commodore? A closer call to make, but another win to the new Mitsubishi.Does it beat the Ford Falcon BF? Actually, no it doesn't. That could be the make-or-break call on a make-or-break car.The updated Ford edges it out on overall refinement, economy and also space. The Mitsubishi is a really enjoyable drive and has a roomy four-seater cabin. It can be a bit tight for five people and the absence of a split-fold rear seat is a big mistake because there is no 380 wagon available.To revisit the basics, the 380 is the all-new replacement for the dowdy old Mitsubishi Magna.It was developed in Australia from the international Galant and is named for its 3.8-litre V6.A large amount of work has been done, from the cabin styling to engine and suspension tuning, in a tough process that was done while Mitsubishi Australia was fighting to survive.It is the largest local program undertaken by Mitsubishi, which spent $600 million and also totally revamped its Adelaide factory.The challenge was to build a car that could take on Commodore and Falcon, and be capable of drawing people who would never have considered a Magna.Five models make up the 380 line-up, from the basic car to the VRX to LS, prestige LX and sporty GT, with pricing from $34,490 to $47,990.Mitsubishi needs to make 30,000 cars a year to hit its business targets and, though it had a slow first month -- not helped by a couple of minor quality problems -- it believes it will have no trouble selling 2500 a month for the life of the 380.Toyota has the new Camry and Avalon next year and Holden the all-new VE. And Ford is readying a new Falcon for 2007. Mitsubishi will have to get going to build a following while its car is at its best.First impression of the 380 at the preview drive was good, but we didn't know the prices.Now, after running a couple of cars over thousands of kilometres with the bottom line as our guide, we are confident we have the 380 pegged. It is a super-Magna.That means it is better than anything that wore a Magna badge, but still has all the Mitsubishi characteristics -- from its styling to the feel of the switches and the quality.Most of that is good. Particularly the quality, and the extra effort that has gone into creating a comfortable cabin.The car also has a strong engine with gearboxes that work well, and the ride and handling is first class.Still, people will see it as a new Magna. The name is new, and the approach is refreshing, but it is still going to come from a Mitsubishi showroom.We have had reports the sales team is not yet capitalising on the car.One 380 shopper was even directed to an Outlander by a sales person. Big mistake.Most of our driving was done in an automatic VRX ($39,990), expected to be the second-best seller in the range, and against tough competition from the Commodore SV6 and Falcon XR6.But we also had a thrash in a GT, which was smooth but didn't impress as much as we had hoped and its brakes also cooked (Mitsubishi says this was a one-off -- the car was a pre-production model).The VRX is good for people who enjoy driving. It feels responsive, as you would expect with 175kW, and the automatic gearbox shifts smoothly and responds well on the tiptronic manual change.But it would have been better if Mitsubishi had followed Ford in setting upshifts with a backward tug on the lever.The seats are supportive, the dash layout is clear and the sound system is good.Legroom is good in the back, but some taller people complained about pinched head space.The economy was reasonable at 12.4 litres/100km including plenty of freeway running, it is easy to park and has good headlamps and a confident horn.The VRX is a great touring car, but we also drove it at the same time as the BF Falcon and the new Ford was sharper, more refined and better on fuel.So, would we like a Mitsubishi 380? Yes.But would we rush out and buy one, then dash around to our best mate to show off the same way we would if it was a new XR Falcon or SS Commodore going into the driveway? No. And that, really, is the answer.